Rotary engine.



Elr: fsm- 1F15 PATENTBD OCT. 13, 1908.

2 SHEETS-SHEET 1.

W. F. BARRETT. y ROTARY ENGINE.

APPLIOATION FILED Nov 2o 1902 No MODEL fvlifwwoea W. P. BARRETT.

ROTARY ENGINE.

, APPLICATION FILED Nov. 2o, 1902.

2 SHEETS-SHEET 2.

.N0 MODEL.

v @Nitot/nu" V QQSM a. @YM l PEYER! C0. PHOTO-LUNE). WASNINGYON D. C

I No. 741,574.

. UNITED STATES Patented October 13,1903.

PATENT OFFICE.

EMPIRE ENGINE AND ANEW YORK.

MOTOR COMPANY, A CORPORATION OF ROTARYENGINE.

SPECIFICATION forming part of Letters Patent No. 741,574, dated October 13, 1903.

Application filed November 20, 1902. Serial No. 182,129. (No model.)

To all whom it may ccfccrm Beit known that I, WILLIAM F.` BARRETT,

' of Orangeburg, i'n-the county of Rockland,

State of New York, have invented certain new and useful Improvements in Rotary Engines, of which the following is a complete specification, reference being had to the accompany- 'ngdrawings l My invention relates to improvements in rotary engines, particularly, but not exclusively, of the type adapted to be operated by compressed air, and has for its object the prol. duction of improved means for setting the piston-blades into operative position.

In the accompanying drawings, Figure I is a side elevation of a preferred form of embodiment of my engine. Fig. II is a central .transverse vertical section thereof. Fig. III is a similar section taken at right angles to vided at opposite ends with anges 2 and' 3,

against which, respectively, are secured heads 4 and 5, as by series of screw-bolts 6 and 7.

A.The heads 4 and 5 are respectively provided with coaxial bearings 8 and 9, respectively, that are preferably made integral with their 'respective heads, and being preferably provided, respectively, with bushings 10 carry the trunnions 11 'and 12 of the pistou.A The piston, as. illustrated, is composedof diskheads 15 and 16, secured to and preferably forming a part of the trunnions 11 and 12, respectively. The disk heads 15 and 16 fit snugly but revolubly within the shell 1, with which the trunnions are concentric, and are united by an'eccentric two-part piston the parts of which are indicated by the numerals 17 and 18. (See Fig. II.) The disk-heads are united to the two-part cylinder by screws, which are not illustrated,I4 for the reception of which screw-holes are shown in Fig. II, and they indicate relative arrangement of the screws. The parts 17 and 18 are provided with parallel transverse Walls 2O and 21, which l brace-walls 22 and 23, respectively.

dene between them a transverse pistonblade recess and which aresupported by It may be observed that the parts 17 and 18 constitute a complete cylinder only when they are properly assembled with their disk-heads 15 and 16.

25 and 26 indicate a two-part piston-blade working in the space or recess'dened by the walls 20 and 21. f

27 indicates a spring-projected block working in a' recess provided in the thickened portion 28 of the shell 1, within which also ports 29 and 3.0 are located.

3l indicates the valve-head of the engine, that is provided with a plane upper surface 32, which constitutes the seat for the controlling-valve. The head 31 is provided with chambers 33, 34, and 35. The chambers 33 and 35, respectively, are provided with ports 36 and 37, (see Fig. IL) and the chamber 34 is provided with an inlet-port 38 and an exhaust-port 39. (Compare Figs. II and III.) The ports 29 and 30 lead from the chambers 33 and 3.5, respectively, to the interior of the shell 1,- upon opposite sides of which they enter.

Rotary engines identical for the most part with the construction previously specified and provided with some form of controlling-valve and some means of setting the piston-blade different from the members herein shown and described for performing the functions required of those elements are Well known in the art.

My invention, as has been hereinbefore set forth, relates to the means for controlling the supply and exhaust to the piston, including the controlling-valve, and to means for setting the piston -blade into operative positions. With respect to the former I provide in addition to the valve-head 31, with its connections, a valve-case 41, snrmounting the valve-head and with it secured to the shell 1, as by screwbolts 4:2, of which two are clearly shown in Fig. III of the drawings. The screw-bolts 42 pass throughapertures provided for them in the valve-case and valve-head, respectively,

and serve to rigidly assemble those parts against the head 43, provided upon the shell 1. Within the valve-case 4:1 a valve 4.4:, of rectangular oblong cup shape, worksl upon vthe valve-seat 37, its dimensions being such as to cover at the same time the port 38, together with eitherbut not both of the ports 36 and 37.

45 indicates the main supply-port of the engine, located, preferably, in the top of the Valve-case 41. ,Incoming air o r other fluid supplied through the port 45 serves to force theivalve 44 lirmly against its seat and finds admission tothe interior of the cylinder vthrough either of the ports 36 and 37 which is open. As the means for actuating the said valve without tendency to disturb its relation to its seat and with positive provision to hold it during its movements in fixed yalinement I provide (see Fig. V) upon top of the valve shown suggestively of means for imparting endwise movement to the valve-stem. In addition to the security against leakage aorded and maintained in the construction of the valve shown and described there are also distinct advantages therein in the facility with which repairs and renewals of parts may be effected. l

With respect to the means for setting the two-part piston-blade into operative positions I provide in the inner edge of each part of the blade a recess 57. (Compare Figs. II,

III, and VI.) These recesses constitute pockets for the driving iluid of the engine, which when admittedlthrough the port 45 instantly drives them asunder and into operative contact with the inner face of the shell 1. My

invention in this regard consists in the simplicity ofv construction ofthe piston-blade as awnole and in the means of admitting the driving Iluid into the recesses 57, such means being aorded by making the space between the walls 20 and 21 a hairs breadth wider than the actual accommodation of the piston-blade requires. Care should be exercised in deter- 'i'n working contact with the shelll.

mining the relative dimensions of the parts I referred to, inasmuch as leakage is to be guarded against, and only so much force is required to separate the parts of the pistonblade as shall insure their initial operation. When once the piston is in rotation, centrifugal force serves to hold the parts of theblade t is in consequence of this fact that the piston-blades may be used until they are worn nearly into their recesses 57, and for that reason and also by making the blades of comparatively heavy metal, which in my present construction is in itself desirable, the life of the piston is considerably extended in practice. The piston-blade air-inlet aperture or crevice is indicated by the reference-numeral 58 in Figs. II and III.

In operation driving fluid is supplied through the port 45 into the interior of the valve-case 41, whence, the valve being in position shown iu Fig. II, it passes through the port 37, chamber 35, and port 30 into the interior of the shell 1, where it expands against the part of the piston-blade presented in front of it, the two parts of the said pistonblade being actuated in the manner already described by passage of a part of the fluid through the crevice 58 into the opposing recesses 57. The rotation of the piston drives the exhaust through the port 29, chamber 33,

-it in the piston, the distance between said walls being slightlyr in excess of the thickness of the blade, substantially as and for the purposespecified.

In testimony of all which I have hereunto' subscribed my name.

WILLIAM F. BARRETT. 'Witnesses JOHN J OAssIDY, ABRAM BLAURETH. 

